Car-coupling.



L NI. DINIESE.

CAR COUPLING.

APPLICATIQNULED luLY 3.1911.

l ,QSSQ Patented Mar. 18, 1919.

ATTORNEY JOHN M. DINIESE, OF SOUTH BETI-ILEHEM, PENNSYLVANIA.

CAR-COUPLING.

Specification of Letters Patent.

Patented Mar. 18, 1919.

To all whom t may concern.'

Be it known that I, JOI-IN M DrNIEsE, a citizen of the United States, residing at South Bethlehem, in the county of Northampton and State of Pennsylvania, have invented new and useful Improvements in Car-Couplings, of which the following is a speciication.

This invention relates to couplings and is designed to provide means wherein the heat or steam line coupling, the air brake coupling and the coupling for' the air signal may be all combined with a car coupling.

The invention also contemplates means whereby the coupling and uncoupling of all of the above mentioned elements will be accomplished simultaneously, the cars being so arranged that the coupling members of the various elements will register when the coupling is connected, provision being made for effecting an air` and steam tight oint of all of the members. Y

With these and other objects in view, the invention consists of the following novel combination and arrangement of parts, hereinafter more fully pointedv out and illustrated in the accompanying drawings, in which- Figurerl is a side elevation of the inventionV shown applied, the parts being shown in engagedrposition;A

Fig. 2 is a transverse sectional view4 through the coupling head;

Fig. 3 is a bottom plan view illustrating the pivotal spring mountings of the draw bar;

`=Fig. 4 is a central horizontal sectional view of the subject matter of Fig. 1;

Fig. 5 is a cross-sectional view on the line 5--5 of Fig. 4; and

Fig. 6 is a detail perspective view of onehalf of one of the couplingsleeves.

In the drawings, the reference character 10 designates a draw bar, whichis designed to be pivotally secured beneath the bottom of a car C, upon a stationary structure 11 provided for that purpose, the pivotal connection being made through the medium of a bracket 12, which is formed with spaced ears 13, which receive between them the ends of' the draw bar 10, the pivot pin of which is shown at 14. This pin is passed through the ears 13 and operates in a slot 15, so as to provide for a limited longitudinal movement of the bar.

In order to hold the draw bar normally in alinement with the car, there is provided upon each side of the same a spring 16, each end of which engages a pin 17 carried by the bracket l2 and the opposite end a pin 18 carried by lateral extensions 19 formed upon or secured to each side of the bar 10. The

'inner extremity of this bar is rounded as shown atQO, the purpose of .which 1s apparent.

The opposite end of the draw bar l() is enlarged as shown at 21 to provide a coupling head, this head being preferably circular in cross-section, the enlargement forming a shoulder 22.

Secured upon this head is a sleeve 23, which is split longitudinally as shown at 24, providing two half sections which are adapted to be placed around the enlargement 21, the-sleeve being reduced as shown at 25, which reduced portion lies against the shoulder 2 so as to -provide a swiveled connection between the sleeve and the enlargement 21. The sleeve 23 is held in position by means of a clamping band 26, the split ends 27 of which are secured together by means 1oi'bolts 28, so that the two half sections of the sleeeve 23 may be placed around the enlargement and the reduced portion 25 lfbehind the shoulder 22, the band 26 securely holding the parts in position.

The sleeve 23 is formed with a plurality of cam hooks 28, recesses 29 being formed' between each of these hooks for the purpose of receiving therein similar hooks of the opposite coupling.

The draw bar 10 is provided with an annular flange 30, which is circumferentially reduced to provide a seat 31, within which is placed a ring 32, the flange 30 being spaced from the shoulder 22. The draw bar is cut away upon opposite sides to provide diametrically disposed enlargements, between which are formed recesses 33, within which are seated springs 34. Shoulders 36 are thus formed for one end of each of the springs, which are circumferentially disposed upon diametrically opposite sides of the draw bar, which at this point is of circular formation.

Secured to each of the half sections of the sleeve 23 is a rearwardly projecting lug 35, which is adapted to extend within each of the recesses 33 inl a manner to position the spring 34 between this lug and the shoulder 36, which as shown in Fig. 5 is of arcuate formation.

Secured to the sleeve 23 is a lug or projectionv37, which is formed with an aperturefor connection With the link 38, there beinggone of these lugs and links located upon each side of the sleeve. The upper ends of the links 38 are pivoted together upon the operating lever 39 which is pivoted at 40 tothe carC, a handle 41 being provided for the purpose of operating the sleeve.

lt will be therefore seen that when moving the lever 39 upon the pivot 40,-the sleeve Will b e rotated around the enlargement 2l, against the influence of the springs 34, these springs .normally,tendingto maintain the cam hooks 23 in position for `automatic operation;

i Located Within the draw bar 10 is a series of lpassages 42, preferably three in number, one of these passages being designed to be connected to a train line of air brakes, and another of the passages 42 being ,designed to be connected to the steam line, While the third-passage is designed for connection with the air signal line, through the medium of the coupling pipes 43. These passages open through the outer end of the enlargement 2l, of the coupling head, which is provided with a seat 24, Within which is secured agasket 45, provided with openings which register With the openings 42.

While there has been described single coupling, it is of course understood that the coupling includes a pairof such couplings, the oppositecoupling being of similar construction. In the operation of the coupling, the cars are brought together in the usual manner, the cam'hoolrs of the opposite sleeves 23 engaging and the said sleeves rotating .upon theirrespective coupling heads, so that the hooks Will be automatically engaged and as the passages 43 in the opposite c oupling registers, communicationy will be established between these passages, the gaskets 45 providing for a tightjoint. VlWhen it is desired to disconnect the coupling, the lever 39 is rocked a sufficient distance to disengage the cam hooks 28.

`Having described the invention, What is claimed is:

In a car coupling, a draw bar, an enlarged cylindrical headcarried bythe outer end of the `said draw bar, an annular flange surroundingthe draw bar and spaced from the inner end of said head to provide an annular groove, a coupling memberrotatable uponr tially disposed springs located upon opposite sides of the draav'bar Withineach of there- ,cesses ,and operating between said lugs and shoulders formed by the extensions. upon each side of the draw bar `for ,yieldingly maintaining the `hooks in position -for f engagement with the hookslof the opposite coupling member and a ring surrounding. the annular angeand extending over lthe end of the sleeve `toprovide a housing for the springs and lugs. Y

lntestimony whereof I aiiixiny signature.

vJOI-INM. DINIESE Copies of this .patentmay be obtained for ve cents each, by addressing the Gommissioner of Patents, `Vl'ashngton, D. G, 

